Internal-combustion motor.



E. J. HARRINGTN. INTERNAL COMBUSTION MOTOR. APPLICATION FILED SEPT.15,1913.

Ll29l2o Patented July 7,1914.

3 SHEETS-"SHEET l.

E. J.' HARRINGTON.

INTERNAL GOMBUSTION MOTOR.

APPLICATION FILED SEPT. l5, 1913. Lw Patented July 7, 1914.

3 SHEETS-SHEET 2.

kx@ o Rgl Hi E A TTU/GAY?) K E. J. HARRINGTON.

INTERNAL GOMBUSTION MOTOR.

APPLICATION FILED SEPT. 1.5, 1913.

Patented July 7, 1914.

3 SHEETS-SHEET 3.

EDWARD J. HARRINGTON, 0F NORTH GIR-ARD, IENNSYLVANIA.

INTERNALCOMBUSTION MOTOR.

Specification of Letters Patent.

Patented July 7, 1914.

Application led September 15, 1913. Serial No. 789,799.

To all 'whom 'it may concern Be it known that I, EDWARD J. HARRING- TON, a citizen of the United States, residing at North Girard, in the` county of Erie and State of Pennsylvania, have invented certain new and useful lmprovements in Internal-Combustion Motors; and I do hereby declare .the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and' use the same, reference being had to the accompanying drawings, and to the letters of reference marked thereon, forming part of this specification.

lMy invention relates to internal combustion motors, and particularly to that type thereof which are adapted to use oil from which the explosive gas is generated.

The` object of my invention is' the production of an internal combustion motor which shall be so constructed that the fuel oil will be brought into contact with a heated surface in proper quantities, and in combination with a sufficient amount of air to produce an explosive gas, which shall then be forced into the piston cylinder; to provide means whereby the residuum of a precedingexposition willfbe expelled therefrom by pure air, previous to the admission thereinto of the explosive gas; to provide suitable means for suspending the reciprocating members of the motor so as to avoidunnecessary friction. and wear.

These and other features of my invention will appear hereinafter in the specification and claims, and are illustrated in the accompanyingdrawings in which:- l

Figure 1, is a plan view of an internal combustion motor embodying my invention. Fig. 2, is a vertical -central section thereof. Fig. 3, isa transverse section thereof-on the line X-X in Fig. 2, portions of the motor being broken away, looking in the direction of the arrow. Fig. 4, is a longitudinal vertical section of a portion of the cylinder thereof. Fi 5 is a side elevation of a portion of the cyllnder thereof.

ln these drawings, A, indicates the base frame of, and A' ,indicates the cylinder of a combustion motor embodying my invention.

B, and B', indicate the pistons thereof, the lsaid pistons B and B', each being substantially one third of the length of said cylin.

der A'. I have shown the cylinder A', as constructed in three sections, but I find it lwill be preferable to lform it in onev piece,

and herein I therefore refer to it with a sin l gle reference character.

The cylinder A', is provided with exhaust ports a, land an annular exhaust chamber A2, withwhich the exhaust pipe A3, communicates. These exhaust ports are so located with reference to the length of the cylinder A', as to be uncovered by the backward movement of the piston B', as shown in Fig. 2.' Surrounding the exhaust chamber A2, I provide an annular fuel chamber A, with which the pipe C, communicates, said pipe C, extendin from one end of the cylinder A', to said uel chamber A4, and being provided with a check valve C'. The cylinder A', is also provided with fuel intake ports a', and with air intake ports a2, which latter are nearer to the middle portion of the cyl inder A', than the fuel intake ports a. The fuel intake ports a', communicate with` the annular fuel chamber A, by means of a longitudinal chamber A5, (see Fig. 4) in which chamber A5, I provide a throttle valve D, by means whereof the supply of fuel from the fuel chamber A4, vmay be cut ofi' when desired. From one end of the cylinder A', a pipe C2, leads to the air intake ports a2. lt is to be understood that the semi annular chambers E and E', which communicate with the fuel intake ports c', and air intake ports a2, are divided by a wall e, (shown in broken lines in Fig. 2). The cylinder A', is provided with slots F, (see Fig. 5) on opposite sides thereof through which trunnion pins G, pass, which pins are secured in each of the pistons B, and B',' said slots F, being of such length as to be uncovered by the forward movement of the pistons B and B', so as to permit air to enter the cylinder A', behind each piston. cylinder A', crank-shaft H, having therein..I To the trun'nion pins Gr, pivot bifurcated levers J. For supporting the` Above the middle portion, ofthel l mount in suitable bearings, a.

four cranks H',

ends of the levers J, are pivoted. lf also preferably-provide a spring L", adapted to press upwardly on the arms L, with sufficient force to colin- Ater-balance the weight -of the arms L, levers J, and pistons.

To the levers J, and cranks H', pitm `-M,

are pivoted by means of pivot rods N. A spark-plug P, is provided in the wall of the cylinder A',` and fuel oil is supplied to the pipe C, bymeans of a pipe Q. A water supply mechanism R, is also provided by means of which Water may be supplied to the air intake ports a2, to supply the requisite moisture.

S, indicates a water jacket chamber around the middle portion ofthe cylinder A', and T, indicates a fly-wheel on the shaft H.

In operation, when it is desired to start this motor, a sufficient uantity of gasolene may be introduced into he pipe C, through the cover of the check-valve C', and fuel-oil supplied thereto through the pipe Q. The ily-wheel T, is then revolved manually, which will cause the pistons B, and B', to move toward each other, so that when the slots F, are uncovered or o ened by the pistons B and B', air rusheslnto the cylinder behind said pistons, and when the pistons travel backward toward the' ends of the cylinder A', the air behind them is compressed thereby, and when the air intake ports a, are uncovered, air' rushes through the ipe CA2,- and ports a?, into the 'cylinder A', riving any residue from the last preceding explosion out throu h the exhaust ports a, and the uncovering o the\fuel ports a', by the piston B, permits explosive vapor from the gasolene to be forced into said cylinder by "the compression of air behind `the piston B', which is communicated thereto through the pipe C, and chambers A* Ai and E. As soon as the wall of the exhaust chamber A2, becomes heated from the exhaust of the envine, the fuel oil introduced through the pipe and carried by the air into the annular fuel chamber A2, volatilizes in said chamber and 1 the resulting explosive vapor passes to the fuel intake ports a', and thence into. the cylinder, at each uncovering of said ports. It will therefore be obvious that in my .improved 'motor, the products of combustion are first blown out of the cylinder through the exhaust ports a, by the uncovering of the air intake ports a2, and are followedby the explosive mixture, and that this mixture is compressed by the pistons during their movements toward each other prior to being fired by the spark.

Having thus fully shown and described my invention so as to'enable others to construct and operate the same,.what I claim as neW and desire to securevby Letters-Patent, is

l. In. an internal combustion motor, a`

cylinder having exhaust ports, and air and fuel intake ports, heads on the ends of said cylinder, pistons in said cylinder adapted-to cover and uncover said ports during their reciprocations therein, and to compress air between them and the heads of said cylinder,

a fuel chamber adjacent to said exhaust ports and communicating with said fuel intake ports, tubular communication between one end of said cylinder and said fuelchamber, means to introduce fuel-oil thereinto,

and tubular connections from the other end of said cylinder and said air intake ports, substantially as set forth.

2. The combination in an internal combustion motor, of a cylinder having exhaust ports and fuel intakeports, heads on the ends of said cylinder, pistons in said cylinder adapted to cover and uncover said ports during their reciprocations and'to compress.

air between one of said pistons and one of the heads of said cylinder, a fuel chamber adjacent to said exhaust ports and communicating with said fuel intake ports, a

' tubular connection between one end of,v said cylinder and said fuel chamber adapted to conduct', air from said cylinder to said fuel chamber, a check valve therein, means to introduce fuel oil into said fuel chamber, a

' crank-shaft,1a fly-wheel thereon, lever mechanism connected to said pistons, and pitinen pivoted to the cranks in said crank-shaft, Y and to said lever mechanism, substantially as i setv forth.

sin

3. The combination in an internal compistons and extending outwardly through said slots in the Walls of said cylinder, lever 'mechanism pivoted to said trunnion pins,

means to support said lever mechanism, a crank-shaft, pitmen pivoted to said lever mechanism and the cranks in said crankshaft, a iiy-wheel on said shaft, a fuel cham-l ber adjacent to said exhaust ports and communicating with said fuel intake ports, a

tubular connection between one end of Said gcylinder and said fuel chamber, a checkvalve therein, means to introduce fuel oil f into said chamber, and a tubular connection between the other end of said cylinder and :aid air intake ports, substantially as set i orth.

4. The combination in an internal comibustion'motor, of a cylinder having exhaust ports, fuel intake and air intake ports in the intermediate portion thereof, and slots through the Walls of the end portions thereof, said air intake ports being located nearer the middle of the cylinder than said fuel intake port-s, an annular exhaust-chamber around said cylinder inclosing said exhaust ports, an annular fuel chamber aroundl said exhaust chamber and communicating with said fuel intake ports, a tubular connection between one end of said cylinder and said fuel chamber, a check-valve therein, means to introduce fuel oil into said'fuel chamber, a tubular connection between the other end of said cylinder and said air intake ports,

pistons in said cylinder adapted to cover and uncover said ports during their reciprocations, trunnion-pins secured in said pistons and extending outwardly through said slots, levers pivoted to said trunnion-pins, means to support the opposite ends of said levers, a crank-shaft, a fly-wheel thereon, pitmen pivoted to the cranks in said shaft and to said levers, and means to counter-balance the weight of said levers, pitmen and pistons, substantially as set forth.

5. The combination in an linternal combustion motor, of a cylinder having exhaust ports, and air and fuel intake ports in the intermediate portions and longitudinal slots in the end portions thereof, a fuel chamber adjacent to said exhaust ports, a tubular connection between said fuel chamber and said fuel intake ports, a regulating valve in said connection whereby the volume of fuel mixture flowing to said intake ports may be regulated, a tubular connection between one end of said cylinder and said fuel chamber,

a fuel oil supply pipe leading into said tubular connection, a valve in said fuel supply pipe whereby the flow of oil therethrough may be regulated, a check valve in said tubular connection between said fueloil supply pipe and said fuel-chamber, a tubular connection between the other end of said cylinder and said air intake ports, a

crank-shaft, a fly-wheel on said shaft, pistons in said cylinder adapted to cover and uncover lsaid ports, trunnion pins secured in said pistons and extending outwardly through said slots, levers pivoted on Saidl trunnion pins, means to support the upper ends of said levers, and pitmen pivoted on the cranks in said crank-shaft, and to said levers, ysubstantially as set forth.

In testimony whereof I aiiix my signature, 

